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IGNITING SYSTEM Filed March 19, 1919 2 Sheets-Sheet 1 Qwvewtozdam MLGQL I 11m 29, 1924 msmsn J. M'. LEA

IGNITING SYSTEM Filed March 19 1919 2 Sheets-Sheet 2 Patented Jan. 29, 1924.

STATES renrrme srsrnnt Application filed Mar-ch 19, 1919. Serial No.-&'83,a58. I

To all whom it may concern Be it known that I, JOHN M. LEA, a citizen of the United States, and resident of Detroit, Wayne County, State of Micha igan, have inventedcertainnew and useful Improvements in Igniting Systems, of which the following is a specification. My invention relates to electrical igniting devices or systems designed especially for use with internal combustion engines to ignite the successive combustible charges supplied to the working cylinder thereof, although the sam i'sieapable of use in other relations, and in fact in any service wherein an inflammable mixture is-to be .ignited and burned.

' It is a well known: fact. that in igniting,

systems used in connection with interna combustion engines much more electrical 2U starting than is necessary after the engine is in operation; and that it is often difiiculu to ignite the mixture at starting, particularly under conditions of low atmospheric temperature when the adverse conditions due to an abnormally cold mixture are added to the adverse conditions due to low compression of the mixture within the engine cylinder. Under such conditions an ignitso ing device which supplies sufiicient electri cal energy to ignite the charges without ,fail. after the engine has been started, and has become heated to the temperature at which it normally operates, will be entirely inadequate to secure the ignition of the charges at starting, when the mixture is cold and the compression reduced in the manner necessary at such times.

With the object or end in view of avoiding the difficulties above pointed out and providing a system wherein the charges will be properly ignited at starting, and with a comparatively cold mixture,- my invention includes thermostatically controlled means for increasing the quantity'or amount of current available forvi'gniting'the combustible mixture at such times; which increase of current is accompanied by a corresponding increase in the electrical energy supplied by the s stem, whereby a hotter spark is produce at the spark plugs or make and break terminal at which the igniting sparks occur; such increase in current being preferably brought about by reducing the resistance of the circuit in which energy, or a'liotter spark is necessary at MOTORS CORPORATION, DELAWARE.

the igniting elements are included at such' times, so that more current may then flow therethrough.

The drawing accompanying and forming a part of this specification illustrates the preferred embodiment of my invention, al-

though it will be appreciated that the same may be embodied in various other forms and that my nvention includes such variations and modifications ofthe particular 'form thereof illustrated as come within the scope igure 2 is a. schematic view or diagram ilustrating my invention as used with a smglefcylmder engine, the various elements thereof being shown in a conventional manner; FigureB is showing the application of my invention to- I 1,4 80 raranr orrica.

' some M. Lemon DETROIT, MICHIGAN, ASSIGNOR T0 GENERAL or persons, mromcan, A coarona'rron or a similar diagrammatic View an engine provided with a make and break igniting system, and;

Figure 4 is a view similar t but modified as to some of the which enter into my invention. Referring first to Figures 1 and 2, wherein my invention is shown as embodied in a high tension electrical igniting device or system having primary and secondary coils Figure 2. features arranged in inductive relation with one,

another, and a magnetic core through which the lines of force set up by the primary coil pass, the reference numeral 5 designates the primary and 6 the secondary coils of a high tension or jump spark electrical igniting system; said coils being so arranged as to surround a core 7 made up of laminated soft iron and. having exterior portions 8 which extend about the coils and form a path of low resistance forthe lines of magnetic force established by the pn- .mary coil, all as is usual in induction coil or transformer construction. The coils and magnetic core, as well as various other of the elements of my invention, are enclosed,

in and protected by a suitable casing 9, the

ends of which are closed by heads 10, 11,. to the latter of which various of the olements which constitute my' invention are secured. One and of the secondary coil of the several cylinders in proper sequence.

. ing elements or The primary coil 5 is shown as included in a circuit which includes also a suitable source of electricity indicated conventionally by the batteryl l, a resistance coil 15,

a circuit making and breaking device 16, a suitable switch 17, and suitable connectwires whereby said members are connected in series with one another; the resistance coil being included in.

the circuit when the engine is in operation so that all the current'fiowing through the primary coil thenflows-therethrough, the

two endsof the circuit in question being grounded at 18, 19 in ordinary practice,

thermostat made upof two strips or and the circuit breaker being positively operated as by 'a cam 20 driven by the engine in the embodimentof my invention illustrated. Theusual condenser 21 is also ordinarily included in and. forms apart of the igniting system wherein my invention consists.'

The reference numeral 22 designates a bars of metal having different coefiicients of expansion secured together, such being a common form of thermostat; said compound bar being secured to a fixed support or block 23 and having a terminal 2% at its free end adapted to contact with a fixed terminal 25 when the thermostat is exposed to an abnormally low temperature, to thereby close a shunt circuit extending from the block 23 to which one end of the primary coil is connected, through the said bar and terminals and through a 'conductor 26 which connects with the main circuit at 27. This closing of the shunt circuit above traced obvi ously establishes a path of low resistance around the coil 15'which is of comparatively high resistance and, in effect, cuts out or short-circuits the said'coil, thus reducing the resistance of the circuit in which the primary coil 5 is included and permitting an increased currentto flow therethrough from the source of current 14.

As above explained, the closing of-the shunt circuit at the terminals 2st, 25 occurs at abnormally low temperatures; the adjustment of the parts being ordinarily such that the said terminals will be in contact with one another when the temperature in be used in con-' a suitable distributor or cally controlled means -mal temperature Leaaoso their vicinity is say below 40 degrees Fahrenheit. 'Under such ten'iperature conditions the resistance coil 15 will be cut out or short-circuited; audit will be appreciated that such conditions can ordinarily be present only after the engine has been at rest for a considerable time, as the heat thereof will keep the temperature in the vicinity of the thermostat well above the temperature mentioned when the engine is in operation.

lttherefore follows that in starting the engine under the .low temperature conditions above assumed a comparatively large current will flow through the primary coil 5, because of the fact that the resistance coil 15 is short-circuited; and that increased electrical energy, and a hot spark atthe spark plug terminals, and a more certain ignition ofthe combustible mixture, will be secured at suchtime. -After the engine has been started the temperature in the vicinity of the resistance coil and easing therefor will rise to an extent sufiicient to bring about the opening of the shunt circuit at the terminalsQ l, 25, thus re-introducing the resistance coil 15 into the circuit in which the primary is included and cutting down I the flow of current to the lesser amount sufficient, however, to secure the ignition of the combustible mixture after the engine is in operation, and has become heated.

Although in describing my invention and explaining the operation thereof, I have referred to abatteryas a source of electricity,

it will'be appreciated that current of electricity is caused to flow through an igniting circuit may be employed the vention being the provision of thermostatifor securing anincrease inthe quantity of current flowing through an igniting circuit at abnormally low temperatures, and when a combustible mixture is to be ignited by an igniting device included in the said circuit.

' In the embodiment of my invention illustrated in Figure 3, the thermostat 28 acts to .close a shunt circuit 29 at the terminals 30,

31 when the temperature in the vicinity thereof is abnormally low,'thereby shorta dynamo, a. magneto and in fact any device whereby a distinguishing feature of my inp circuiting a resistance coil 32 which at noris included in an igniting circuit, because of the fact that at normal temperature the shunt circuit is broken at the terminals 30, 31. I

The igniting circuit above referred to include a battery orother source of electricity 33, a coil 34 wound upon the usual soft iron core-as will be appreciated, and a make and break igniting device indicated conventionally at 35 and comprising two terminals located within the engine cylinder, and means for moving them into contact with and for separating them from one another; the ignit ing system shown in this figure being a low tension system. The resistance coil 32 is included in the igniting circuit or not according to whether the contact terminals 30, 31

ar'eseparated, or in engagement with one another; and the arrangement and ad'ustcated in any position about the ehgine or vehicle, so far as its function in short-circuiting a resistance coil is concerned; it being only necessary that the location select ed shall be one which will assumea temperature corresponding approximately with the temperature of the atmosphere, in order that the thermostat may operate to shortcircuit the coil in question at low temperature. After the engine has been started,

however, the current flowing in the ignit ing circuit should be reduced to the lesser amount suiiicient to vignite the mixture aftertheengine has become heated and the compression is normal, irrespective of atmospheric conditions; which result obviously necessitates that *the thermostat shall be heated after the engine has; been started, to thereby bring about the opening of the shunt circuit controlled thereby, and the reintroductionof the resistance coil into the igniting circuit. Ordinarily the temperaT ture all about the engine will be sufiiciently high, after the engine has been started and is operating normally, to bring about the opening of the contacts controlled by the thermostat and the introduction of the resistance coil into the igniting circuit, and it follows that when the thermostat is located inithe coil box orcasing as shown in Figure 1, the thermostat will short-circuit the coil under the low'temperature conditions assumed, as the entire engine will obviously assume the temperature of the surrounding atmosphere after it has been at rest for a time. a v

I may, however, locate the thermostat in a position such that it will beheated in a more "positive manner than is the case where the rise in temperature all about the engine is depended upon, and, in the embodiment of my invention illustrated in Figure 4, I have shown the thermostat 37 as located adjacent a pipe 38 through which the exhaust gases from the engine, or the hot water of the cooling system thereof, flows, from which it follows that the opening of the shunt circuit 39 at the terminals 40, ll andthe re-introduction of the resistance coil 42 into the igniting circuit will be brought about in a somewhat more positive manner than would be the case if the thermostat were not located in a position especially selected witha view to heating 7 the same after the engine is in operation. In the embodiment of my invention illustrated in this figure the arrangement and operation of the primary and secondary coils, andthe other elements concerned with the operation 4 of the high tension igniting system therein illustrated, are precisely the same as in the form of my inventionillustrated in Figure 2 and hereinbefore described, which descriptionjneed not be here repeated. p

In view of the premises it will be appreciated that my invention provides an electrical igniting device or system wherein the current flowing through the ignition circuit is automatically increased when the temperature of the surrounding atmosphere is abnormally low; the said end being attained by the use of a thermostatically controlled device the operation of which is dependent, on the one hand, upon the temperature of the surrounding air or uponlthe external atmospheric temperature conditions, and dependent on the other hand upon the tempera: ture condition of the engine itself; as the thermostat will not operate to out out the resistance coil unless the temperature of the atmosphere is below the temperature at which the thermostat is adjusted to close the shunt circuit, and, if the thermostat does close the shunt circuit, then the subsequent opening thereof and the re-introduction of the resistance into the igniting circuit is of necessity, in the contemplated operation of the system, brought about by heat emanating from the engine.

7 Having thus described and explained my invention, Iclaim and desire to secure by LettersPatent:

1. In a high tension-igniting device for internal combustion engines, primary and secondary coils arranged in inductive relation with one another; 'a circuit-in which said primary coil is included and which circuit includes a source of current, a circuit breaking device for interrupting the flow of current through said primary coil, and a resistance coil; a shunt circuit of low resistance as compared with the resistance of said resistance coil; and a thermostat'for closing said shunt circuit to thereby short-circuit said resistance coil, and which thermostat is included in and forms a. part of said shunt circuit. i

2. In a high tension igniting device for internal combustion engines, primary and secondary coils arranged in inductive relalie ing device for interrupting the flow of ourrent'through said primary coil, and a resistance coil; a shunt circuit of low resistance as compared with the resistance of said resistance coil; and a thermostat for closing'said shunt circuit to thereby short-circuit said resistance coil.

3. In a high tension ignitingdevice for internalcombustion engines, primary and secondary coils arranged in inductive relation with one another; a circuit in which said primary coil is included and which circuit includes a source of current, a circuit breaking device for interrupting the flow of current through said primary coil, and a resistance coil; and a thermostat adapted to vary the current flowing through said resistance coil.

4. In a high tension igniting device for internal combustion engines, primary and secondary coils arranged in inductive relation with one another; a CllClllt' 1n \vlnch said I primary coil is included and which circuit intion with one another; a circuit in which said primary coil is included, and which circuit includes a source of current and a circuit-breaking device for interrupting the flow through said primary coil; a thermostat; and means controlled by said thermostat for varying the resistance of the cir-- cuit in which said primary coil is included during the operation of said-igniting device.

6. In a high tension igniting device for internal combustion engines, primary and secondary coils arranged in inductive rela tion with one another; a circuit in which said primary coil is included, and'which circuit includes source of current and a circuit-breaking device for interrupting the flow through said primary coil; and means operated by the heat generated in said en gine and independent of current fiowino in said circuit for varying the current Flowing in said circuit during the .operation of said igniting device.

7. In a high tension igniting device for internal combustion engines, primary and secondary coils arranged in inductive rela tion with one another; a source of current for supplying said primary coil; circuit breaking mechanism for interrupting the flow of current through said primary coil; and thermostatically controlled means for varying the current flowing through said means.

9. in an igniting device of the class described,- an igniting circuit including a source of current, and means for igniting a combustible mixture; a resistance, coil included in said igniting circuit; a thermo. stat; and a shunt circuit controlled by said thermostat and adapted to short-circuit said resistance coil.

.10. The combination of an igniting circuit 'includin igniting device, means permitting normally a. flow of current through saidcircuit, and means made operative by environment conditions only renderinga hotter sparkdesirable and operative to provide an increased flow of current in said circuit.

11. In an igniting device of the class described, an igniting circuit; and means dependent upon the temperature of-the surrounding atmosphere and independent of current flowing in said circuit for increasing the flow of current through said igniting circuit at abnormally low temperature.

12. In an igniting device of the class described, an igniting circuit, a thermostat associated therewith, and means associated with said thermostat for securing an increased flow of current through said circuit at abnormally lowtem'perature, substantially" as shown and described.'

a source of current'and an 13.111- an igniting device for internal combustion engines, an igniting circuit, and

a thermostat adapted to vary the flow of current through said circuit; said thermostat being so arranged as to be influenced by the surrounding atmosphere to bring about an increased flow through said circuit at abnormally low temperatures, and by heat emanating from the engine to bring about a'reduced flow through said circuit.

14. In an ignition system for internal combustion engines, a sparking 15. In an ignition system for internal combust1on eng1nes, a sparking device,

means for supplying current thereto, and automatically controlled means for insuring an increased supply of current to said sparking device when the environment temdevice,- means for supplying current thereto, and

perature falls below a predetermined minimum, said means being inoperative when the surrounding temperature rises above said minimum.

16. In an ignition system, for internal combustion en ines, a sparking device, means for supp ying current thereto includ- .ing' a circuit and a source of current, a resistance in saidcircuit, a shunt, and means in said shunt for permitting such current to pass around said resistance when the environment temperature falls. below a predetermined degree.

17. In a device of the class described, a circuit making and breaking device, means for supplying current thereto including a circuit and a. source of current, and means for insuring an increased supply of such current to said making and breaking device when the environment temperature falls 30 circuit and ,a source of current, and ther- 25 mally controlled means for insuringan in creased suppl of such current to said making and brea 'ng device when the environ-' ment temperature falls below a predetermined minimum, said last named means op 30 crating independently of the .heat generated by' said current.

In testimony whereof I aflix mfisi ature.

, JOHN A. 

